Gondola car.



No. 743,497. PATENTEDVNOV. l0, 1903. J. M. HAlYSEII.V

GoNDoLA CAR.

APPLICATION FILED MAY 9. 1902.

N0 MODEL. 6 SHEETS-SHEET l.

wir n web glfm ff@ No. 749,497. PATBNTBD Nov. 1o, 1903.

' J. M HANSEN.

GONDOLA CAR. -APPLICATION FILED MAY 9. 1999.

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PATENTBD NOV. l0, 1903.

J. HANSEN.

.GONDLA CAR."

APPLIGATION rum? MAY 9. 1902.

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F0 MODEL.

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'Oooooaoao mi Nonms Farms co, Paurquwo., wAsHmmun, n. c.

. P ATBNTED Nov. 1o, 1903. J; M. HAN-SEN..

` GONDOLA UAR.y ArPLIoA'rIoN rnnpxu s. 1902.

SHEETS-SHEET 4.

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10.743,497. PATENTED Nov. 10, 1903. J. M. HANSEN] GoNDoLA CAB..

APPLICATION P ILBD MAY 9. 1902. i No MODEL. s SHBETssHBBT' 5.

4wie@@@craono AN0.- 743,49`v,` PATBNTED Nov, 10,1903.

' J. M. HANSEN.

GoNDoLA GAR.

l APPLICATION FILED MAY 9, 1902.

NU MODEL.,` Y 6 SHEETS-SHEET (i.

THE N onms Trans en., Pnoou'mo., WASHINGTON. nv c,

UNITED S"' rnTSA Patented November 10, 1903. i

PAENT OFFICE.

GONDOLA CAR.

SPECIFICATION forming part of Letters Patent No. 743,497, dated November 10, 1903.

Application lild May 9, 1902. Serial No. 1063580. (No model.)

To @ZZ whom it may concern:

Be it known that l, JOHN lVLHANsEN, a resident of Pittsburg, in the county of Allegheny and State of Pennsylvania, have invented a 5 newand useful Improvementin Gondola Cars;

and I do hereby declare the following to be a full, clear, and exact description thereof.

My invention relates to metallic railwaycars, and more especi ally 4to that type known as gondola cars; but it is applicable to all metal cars having flatbottoms, whether unbroken or provided with doors or hoppers. I have illustrated the invention in connection with a flat-bottom gondola car provided with twin hoppers.

The invention consists in improving cars of this character in the details of construction, which will be hereinafter described and claimed.

In the accompanying drawings, Figure lis i a plan view of one half ofthe car, the upper portion of the ligure showing the side and end of the car in section. Fig. 2 is a plan view of the underframe, the iloorplates being removed. Fig. 3 is a longitudinal vertical section of one half of the car, the portion to the right of the line fr being taken on a plane at one side of the center sills, while the portion to the left of said line is taken on the central longitudinal plane of the car. Fig. 4 is a side elevation of the other half of the car. Fig. 5 is a transverse section of the car, the right-hand portion being taken on the line 5 5, Fig. 2, and the left-hand portion on the line 5 5, Fig. 2. Fig. 6 is atransverse section of the car on the line 6 6, Fig. 2, the side walls being broken olf. Fig. 7 is a transverse section of the car, the right-hand portion being taken on the line 7 7, Fig. 2, and the lefthand portion on theV line 7a 7, Fig. l. S is an end elevation of the car, and Fig. 9 is a perspective view of the end sill.

The ear illustrated is of the type having center sills, but no side sills, the sides of the car-body being formed as plate-girders and serve to assist in supporting the load. The underframe comprises center sills,draftsills, end sills, body-holsters, and transoms or diaphragms. The center sills preferably are channel-shaped structures, such as the rolled channel-beams 1,placed parallel to each other, with the flanges of said channels preferably extending outwardly. These center sills project through and beyond the body-bolsters 2 and have the draft-sills 3 secured thereto between the body-holsters and the end sills. The body-bolsters 2 comprise top coverplates 4, bottom cover-plates 5, and web-fillers 6.

` The latter are two in number, one located on either side of the center sills, and they preferably are of cast-steel or malleable cast-iron of a general I shape. At their inner ends they are riveted to the center sills, and preferably they taper toward their outer ends, which are preferably formed as angle-brackets 7 for receiving and supporting the sides of the car. The web-lillers are of less height than the center sills, and the top cover-plate 4 extends through slots 8, cut in the webs of the center sills. The cover-plates do 4not extend entirely to the sides of the car, but terminate inside of the same, as shown. To the lower cover-plate are secured the side bear ings 9 and centerbearing 10. This coverplate 5 extends only to the outer sides of the side bearings, as shown, and passes underneath the center sills. Between the center `sil1s is the brace or strut ll, also preferably formed of cast metal and provided with a boss l2, having a hole for the center pin. Anglepieces 13 secure the center sills to the holsters.

The draft-rigging sills are of Z shape, as shown in Fig. 6, having their upper flanges 14 turned inward and their lower flanges l5 turned outward. They are of slightly-greater depth than the center sills, and the webs thereof lie against the inner faces of the webs of the center sills and are riveted thereto, their `upper flanges projecting inwardly substantially on a level with' the upper flanges of the center sills and their lower flanges projecting outwardly and lying underneath the lower flanges of the center sills and preferably also riveted thereto. The lugs l@ for holding the draft-rigging A19 are .riveted to the inner faces of the webs of these Z-bar sills. At their outer ends the lower edges of the draft-sills are pressed upwardly, as shown at 20, and the reduced ends rest upon and are secured to the flange 21 of the end sill 22. This sill is of general angle form, as shown in Fig. 9, having a vertical web of varying depth, as shown, greatest at its central portion and decreasing toward its end, while the horizontal flange 2l is of varying width, being greater at its ends than at its central portion. This end sill is formed by taking a plate of uniform width and pressing it into shape, throwing into theflange to produce extra width t-he metal which is diverted from the web by reason of its decreased depth. At its central portion the web and horizontal flange are cut away, as shown at 23, to provide an opening for the draw-bar shank. A buffer-casting 24 is riveted to the outer face of the end sill at its central portion, this buffer-casting being provided with a notch through which the draw-bar shank passes and having bolted thereto the draw-bar carrier 25, in the form .of a section of angle-bar. The vertical web of the end sill projects upwardly above the tops of the center sills, so as to permit the body end plates being riveted thereto. The draft-sills are secured to the end sill by means of angle-pieces 26.

The body of the car comprises the floorplates 27, extending from the center sills to the sides and ends of the ear and having their outer and end edges turned upwardly, as at 28, and riveted to the side plates 29 and end plates 30. The inner edges of these oorplates are riveted to the upper flanges of the center sills, and between the center sills are the central cover-plates 3l, which overlap the inner edges of the plates 27 and are secured thereto and to the center sills by the rivets which secure the floor-plates 27 in place. The sides of the car are composed of plates 29,

which are sheared to shape and which lie in the same vertical plane. The meeting edges of these plates rest against the flanges of trough-shaped stakes 32,and inside of the ear, opposite the stakes, are applied the coverplates or welts 33 to exclude the lading from the troughs of the stakes. Rivets 35 pass through the cover-plates 33, side plates 29, and flanges of the stakes 32, thus securing the latter together. The stakes preferably are pressed to shape from rolled channelsand are of uniform cross-section from top to bottom. The end plates 30 have their lower edges riveted to the vertical web of the end sill, and they extend outwardly to the side plates at the corners of the car and are united to the side plates by means of angle posts 36, riveted to both the side and end plates. To

-- the upper edges of the side and end plates are riveted angle-rails 37, said angle-rails being shown with their vertical members lying inside of the plates and their horizontal members projecting outwardly; but this is not essential, as they may be applied either inside or outside of the plates and project either inwardly or outwardly. They serve to stiffen the side plates and give a finish to the tops thereof and also prevent the exposure of the sharp edges of the plates, which otherwise would result. The top angle-rails are united at the corners of the car by means of the cover or gusset plates 38. The lower edges of the side plates have also secured thereto an gie-rails 39, which are also shown with their vertical webs lying inside of said plates and their horizontal legsprojecting outwardly, although this may be varied, if desired. I These angle-rails rest upon the brackets 7 of the body-holsters and also serve to stiften the side plates. rails and the web-plates, provide'a car side which is in effect aplate-girder, which assists in carrying the load wit-hout the necessity of using side sills. The stakes 32 lie between the horizontal members of the top and bottom angle-rails. The side plates are further stiffened by having riveted thereto centrally between the stakes 32 the vertical angle-bars 40 and the end plates are similarly stiffened by angle-bars 41. On each side of the bodybolsters diagonal stiffening-angles 43 are riveted to the side plates, as shown, and serve to strengthen the sides of the car.

The floor-plates, as stated, are riveted directly to the plate-girder sides, and they are supported above the bolsters by the short longitudinal stringers 44, whichV are preferably of Z shape, as shown. The floor-plates are further supported by angle-bars 46, connected at their inner ends to the center sills by angles 47 and connected at their outer ends to the side sills of the car. They serve as diaphragms to strengthen the frame and support the floor between the body-bolsters and the center of the car. At the center of the ear are diaphragms composed of channels 48, which extend from the center sills to the sides of the car and are united thereto by means of an gie-pieces 49. Braces 50, preferably of pressed steel, are interposed between the centersills opposite these diaphragms and serve to support the floor, as well as forln a portion of the diaphragm. A transverse connecting member in the form of a cover-plate 5l is riveted to the lower flanges of the diaphragms 48 and may also be riveted to the brace between the center sills, this cover-plate extending underneath the center sills and out toward the ends of the diaphragms. The lower outer corners of the latter are cut away, as shown at 52. The center sills are strengthened between the bolsters by having riveted to their inner lower edges the angle-bars 53, which extend merely from bolster to bolster.

The construction so far described is applicable to any form of metallic car having a flat floor, commonly known as gondola cars. In the present instance I have shown the floor of the car provided with four hoppers, 'each hopper being formed of the inclined end walls 56, the outside hopper-sheets 57, and the inside hopper-sheets 53. The outside hoppersheets are riveted to the inside of the side plates .of the car, while the inside hoppersheets have their upper edges bent, as shown in Fig. 7, and riveted to the webs of the center sills. Both the inside and outside hoppersheets have their inclined ends flanged inwardly, as at 59, to support the inclined fioorplates 5G, which are riveted thereto.

T h e They, together with the top angle- IOC IIO

lower straight edge of' these sheets is strengthened either by being flanged inwardly, as shown at 60 in Fig. '7, or by having a separate angle-bar riveted thereto. The bottom of each hopper is closed by two doors 6l, hinged near the lower edges of the inclined transverse hopper-sheets. When the doors are closed, they are in a horizontal position and their edges meet at the center of the hopper. These doors are connected in pairs by the angle-bars 62, which extend transversely of the car-body. The links of the door-operating mechanism 63 are attached to the horizontal iianges oi' these angle-bars at their centers and the door-operating mechanism lies between the center sills and is operated from a shaft (i4, journaled in the center sills and extending to the outside of the car.

What I claim as my invention, and desire to secure by Letters Patent, is-

l. In a metallic car, the combinatin with the longitudinal sills and the body erected thereon, of a metallic end sill of L-shape crosssection having both members of varying crosssection, the vertical member being deepest at its central portion and narrowest at its ends and the horizontal member being widest at its ends and narrowest at its central portion.

2. In a metallic car-body, the combination with iiat end plates, of a metallic end sill of L-shape cross-section having its lower member turned inwardly and having its vertical member overlapping and secured to the end plates.

3. In a metallic car-body, the combination with the end plates, of an end sill of L-shape cross-section having its vertical member overlapping and secured to said `end plates and having its horizontal member turned inward, said sill being provided with a central notch in its lower side for the passage of the shank of the draw-bar.

4. In a metallic car-body, the combination` with flat side plates, of angle-bars'secured to the upper and lower edges thereof and having their horizontal members projecting outwardly, and trough-shaped stakes of uniform cross-section lying between the horizontal members of said top and bottom rails and bearing against and secured to the edges of the side plates.

5. In a metallic car-body, the combination with flat side plates, of angle-bars riveted to the upper and lower edges thereof and having their horizontal members projecting outwardly, trough-shaped stakes of uniform crosssection lying between the horizontal members of said top and bottom rails and having their iianges bearing against the edges of the side plates, cover-strips overlapping the side plates inside of the car, and rivets passing through said cover-strips, the side plates and the flanges of the stakes.

6. In a metallic car, the combination with center sills and body-holsters, of a car-body erected thereupon and provided with-plategirder sides, a stake or post attached tothe side plates opposite the ends of the body-bolsters, and two inclined angle-bars secured to the side plates one on each side of said side stakes and extending from the tops of' said 9. In a metallic car, the combination with the center sills, of a body-bolster composed of a tension member passing through slots in they webs of said sills, a compression member passing below said sills, a center brace between thecenter sills, and two web-iillers lying outside c f the center sills, said web-fillers being secured to the center sills and to the tension and compression members.

lO. Ina car-underframe, the combination with metallic end sills having a lower inwardly-projecting flange, of body-holsters, center sills of channel form, and Z-shaped draft-sills riveted to the center sills and, having their outer ends reduced and resting upon the inwardly-projecting iiange of the end sill.

ll. In a car-underframe, the combination with the metallic end sills, of body-holsters, center sills of channel form having their flanges turned outwardly, and draft-sills extending from the end sills to the center sills yand riveted to both, said draft-sills being of phragms comprising two channel shapes secured to the center sills and the car sides, and transverse connections secured to the lower iianges of said diaphragms and extending underneath the center sills.

In testimony wherecfI, the said JOHN M. HANSEN, have hereunto set my hand.

J OIIN M. HANSEN.

Witnesses:

A. R. FRASER, WM. BIERMAN.

IOO 

